JP7250601B2 - vehicle control system - Google Patents

Description

The present invention relates to a vehicle control system capable of continuing control even when an abnormality occurs.

Full automation of control, including automatic driving, eliminates the need for human operation, reduces the probability of mistakes caused by human error, and makes it possible to improve safety.

Regarding the electronic devices that control these automobiles, Patent Document 1, Patent Document 2, Patent Document 3, and Patent Document 4 disclose the possibility of control continuation in the event of a failure.

Patent Literature 1 discloses means for realizing a monitoring ECU capable of preventing transmission of control signals including abnormal variables from an automatic driving ECU (Electronic Control Unit) to a drive ECU.

Patent Document 2 discloses a technique in which, when an abnormality occurs in a control target value generated by a command controller, the actuator controller controls the actuator based on the sensor value of the sensor controller on the network received by the actuator controller. It is

Japanese Patent Laid-Open No. 2002-200001 discloses means for accurately detecting an abnormality without causing excessive load concentration when detecting an abnormality occurring in an arithmetic unit connected via a network.

Patent Document 4 discloses means for determining the time to switch control based on the surrounding environment at the time of abnormality detection.

JP 2018-016107 A JP 2006-051922 A JP-A-2005-199951 WO2018/225225

According to the conventional technology described above, it is possible to ensure the continuation of control when an abnormality occurs. Further consideration is desired.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to simplify the configuration of a control device having control continuity in the event of an abnormality, thereby reducing the manufacturing cost.

The present invention is a vehicle control system for controlling a vehicle according to a driving environment of the vehicle, the system comprising a sensor for detecting the driving environment of the vehicle, a processor and a memory, and based on information detected by the sensor. a first control unit that is an automatic operation controller that outputs a torque command as a first control signal, a processor, and a memory ; , a second control unit that is a power train controller that outputs at least one of a first brake command and a first inverter command as a second control signal; and a third control unit that receives the second control signal and drives a control device based on either the first control signal or the second control signal; The control unit outputs a negative value of the first control signal as a second brake command when an abnormality occurs in the second control unit, and outputs a positive value of the first control signal as a second brake command. Output as a second inverter command on the acceleration side, and according to the presence or absence of an abnormality in the second control unit, the first brake command and the first inverter command, the second brake command and the second inverter command It has a switching unit that switches and outputs an inverter command .

According to the present invention, if the second control unit (power train ECU) is normal, the second control is performed based on the first control signal (torque command) from the first control unit (AD-ECU). Control devices (mechanical brakes and inverters) are driven by signals (brake commands, inverter commands). On the other hand, when an abnormality occurs in the second control section, the third control section switches to the first control signal to control the control device. As a result, it is possible to ensure the continuity of control even when an abnormality occurs in the second control unit, and the backup function can be configured in a very simple manner, thereby suppressing the manufacturing cost.

The details of at least one implementation of the subject matter disclosed in this specification are set forth in the accompanying drawings and the description below. Other features, aspects, and advantages of the disclosed subject matter will become apparent from the following disclosure, drawings, and claims.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows Example 1 of this invention and shows an example of the control system of a vehicle. It is a block diagram which shows Example 1 of this invention and shows an example of the function of a fallback control part. It is a block diagram which shows Example 1 of this invention and shows an example of a structure of a fallback control part. It is a figure which shows Example 1 of this invention and shows an example of the control performed by a subbrake control part. It is a figure which shows Example 1 of this invention and shows an example of the control performed by a subinverter control part. It is a figure which shows Example 1 of this invention and shows an example of the control performed by the subengine control part. BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows Example 1 of this invention and shows an example of powertrain ECU. 4 is a graph showing Example 1 of the present invention and showing the relationship between a control switching signal, a torque command, and time. It is a block diagram which shows Example 2 of this invention and shows an example of the control system of a vehicle. It is a block diagram which shows Example 2 of this invention and shows an example of brake ECU, inverter ECU, and engine ECU. FIG. 3 is a block diagram showing a third embodiment of the present invention and showing an example of a vehicle system; FIG. 4 is a block diagram showing a fourth embodiment of the present invention and showing an example of a vehicle control system; FIG. 10 is a block diagram showing a fifth embodiment of the present invention and showing an example of a vehicle control system; FIG. 6 is a block diagram showing a sixth embodiment of the present invention and showing an example of a vehicle control system. FIG. 11 is a block diagram showing a seventh embodiment of the present invention and showing an example of a vehicle control system;

An embodiment of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 shows a first embodiment of the present invention and is a block diagram showing an example of a control system for a vehicle 1. As shown in FIG. The vehicle 1 has an Autonomous Driving ECU 100 (hereinafter referred to as an AD-ECU 100) that performs automatic driving based on data acquired from a driving environment sensor 10 that detects a surrounding situation or driving state of the vehicle 1. and control the running of the vehicle.

The driving environment sensor 10 can use, for example, an optical distance measuring device, an electromagnetic distance measuring device, a camera, a sonar, or the like, and detects obstacles and white lines around the vehicle 1 . Position information measured by GPS (Global Positioning System) may be used as the driving environment.

As the running environment sensor 10, a vehicle speed sensor, a wheel speed sensor, a steering angle sensor, an acceleration sensor, a temperature sensor, an air pressure sensor, a water drop sensor, and the like are used to detect the running state of the vehicle 1. be able to.

The vehicle 1 has a motor 45 and an engine 55 as power sources, a steering device 65 for steering, and mechanical brakes 3-1 to 3-4 for braking.

In the following description, when the mechanical brakes are not specified individually, the symbol "3" omitting the "-" and the subsequent characters is used. The same applies to the reference numerals of other constituent elements.

The AD-ECU 100 calculates a torque command (signal) 110 and a steering command (signal) 120 based on the detected running environment, and transmits them to each control device. The vehicle 1 includes a brake ECU 30 that controls the mechanical brake 3, an inverter ECU 40 that controls a motor 45 via an inverter 44, an engine ECU 50 that controls an engine 55, and a steering ECU 60 that controls a steering device 65.

Steering ECU 60 controls the steering angle of steering device 65 based on a steering command 120 from AD-ECU 100 .

A torque command output from AD-ECU 100 is input to power train ECU 200 (hereinafter referred to as PT-ECU 200). The PT-ECU 200 outputs an engine command (signal) 240 and an inverter command (signal) 230 for controlling the driving force so that the optimum driving force or braking force can be obtained based on the requested torque command and the state of the vehicle 1. Then, the brake command (signal) 220 for controlling the braking force is calculated and output to the retraction control section 201 .

Also, the PT-ECU 200 calculates a control switching command (signal) 210 indicating whether or not there is a fault in itself and transmits it to the degeneracy control unit 201 . The control switching command 210 is a signal indicating PT-ECU: OK when normal, and a signal indicating PT-ECU: NG when an abnormality occurs. Abnormalities in the present embodiment are not limited to physical failures and damages, but include abnormalities such as soft errors.

When an abnormality occurs in the PT-ECU 200, the degeneracy control unit 201 outputs a brake command 220, an inverter command 230, and an engine command 240 required for running (acceleration/deceleration) from the torque command output from the AD-ECU 100. is calculated and output.

If PT-ECU 200 is normal, degeneracy control unit 201 outputs brake command 220 to brake ECU 30 , inverter command 230 to inverter ECU 40 , and engine command 240 to engine ECU 50 .

The brake ECU 30 drives an actuator (not shown) based on the brake command 220 to control the braking force. For example, a hydraulic pressure generator or the like can be used as the actuator.

The engine ECU 50 drives an actuator (not shown) based on the engine command 240 to control the driving force and drive the engine 55 . For example, a fuel injection valve, an electronically controlled throttle, a variable valve control device, or the like can be used as the actuator.

Inverter ECU 40 controls inverter 44 based on inverter command 230 to drive motor 45 .

The brake ECU 30, the inverter ECU 40, and the engine ECU 50 are units for controlling control devices such as actuators and the inverter 44. FIG.

The degeneracy control unit 201 calculates a torque command (abnormal torque command) required for running on behalf of the PT-ECU 200 in which an abnormality has occurred, and continues running.

The PT-ECU 200 determines driving force if the value of the torque command 110 is positive, and determines braking force if the value is negative. Also, the PT-ECU 200 can use the vehicle speed and the state of charge of the battery (not shown) as the state of the vehicle 1 .

FIG. 2A is a block diagram showing an example of functions of the degeneracy control unit 201. As shown in FIG. The degeneracy control unit 201 switches the generation source of the output brake command, inverter command, and engine command according to the value of the control switching command 210, and transmits each torque command to the brake ECU 30, the inverter ECU 40, and the engine ECU 50.

The degeneracy control unit 201 includes a secondary brake control unit 211 that calculates an abnormal brake command 221 to be issued to the brake ECU 30 from the negative value of the torque command 110 from the AD-ECU 100, and a PT-ECU 200 based on the control switching command 210. and a switch SW1 for switching between the brake command 220 from the sub brake control unit 211 and the abnormal brake command 221 from the sub brake control unit 211 .

Further, the degeneracy control unit 201 calculates an abnormal inverter command (inverter acceleration command) 231 for commanding a torque value to the inverter ECU 40 until the positive value of the torque command 110 from the AD-ECU 100 reaches a predetermined value. It includes a control unit 212 and a switch SW2 for switching between an inverter command 230 from the PT-ECU 200 and an abnormal inverter command 231 from the auxiliary inverter control unit 212 based on the control switching command 210 .

The degeneracy control unit 201 also calculates an abnormal engine command 241 for commanding the engine ECU 50 to provide a torque value when the value of the torque command 110 from the AD-ECU 100 exceeds a predetermined value. and a switch SW3 for switching between an engine command 240 from the PT-ECU 200 and an abnormal engine command 241 from the auxiliary engine control section 213 based on the control switching command 210. FIG.

When the control switching command 210 is normal (PT-ECU: OK), the switches SW1 to SW3 select the brake command 220, the inverter command 230, and the engine command 240 from the PT-ECU 200, and the control switching command 210 is abnormal. If (PT-ECU: NG), the calculated abnormal braking command 221, abnormal inverter command 231, and abnormal engine command 241 are selected and output to each ECU.

FIG. 2B is a block diagram showing an example of the configuration of the degeneracy control unit 201. As shown in FIG. The degeneracy control unit 201 is a computer including a processor 251 , a memory 252 and a storage device 253 .

Memory 252 stores sub brake control unit 211 , sub inverter control unit 212 , and sub engine control unit 213 .

Each functional unit of the sub-brake control unit 211, the sub-inverter control unit 212, and the sub-engine control unit 213 is loaded into the memory 252 as a program.

The processor 251 operates as a functional unit that provides a predetermined function by executing processing according to the program of each functional unit. For example, the processor 251 functions as the sub brake control section 211 by executing processing according to a brake control program. The same is true for other programs. Furthermore, the processor 251 also operates as a functional unit that provides each function of a plurality of processes executed by each program. Computers and computer systems are devices and systems that include these functional units.

FIG. 3A is a diagram showing an example of control performed by the sub brake control unit 211. FIG. If the torque command 110 is negative, the sub-brake control unit 211 outputs the brake command 221 in an abnormal state.

The sub brake control unit 211 may calculate the abnormal braking command 221 so that the torque (braking force) command value in the negative direction increases as the torque command 110 increases in the negative direction.

FIG. 3B is a diagram showing an example of control performed by the sub-inverter control unit 212. As shown in FIG. If the value of torque command 110 is positive and equal to or less than threshold value Tq1, sub-inverter control unit 212 outputs torque command 110 as inverter command 231 for abnormal conditions.

If the value of the torque command 110 is equal to or less than the threshold value Tq1, the auxiliary inverter control unit 212 increases the torque (driving force on the acceleration side) command value in the positive direction as the value of the torque command 110 increases in the positive direction. The abnormal inverter command 231 may be calculated so as to.

FIG. 3C is a diagram showing an example of control performed by the sub-engine control unit 213. As shown in FIG. If the value of torque command 110 is positive and exceeds threshold value Tq1, secondary engine control unit 213 outputs torque command 110 as abnormal engine command 241 .

Note that if the value of the torque command 110 exceeds the threshold value Tq1, the auxiliary inverter control unit 212 controls the abnormal engine so that the command value of torque in the positive direction (driving force on the acceleration side) increases as the torque command 110 increases. Command 241 may be calculated.

FIG. 4 is a block diagram showing an example of the configuration of the PT-ECU 200. As shown in FIG. The PT-ECU 200 is a computer including a redundancy processor 20 including two MPUs (Micro-processing Units) 21-1 and 21-2 and a comparator 22 in a chip, a memory 23, and a storage device 24. FIG.

A control program 235 is loaded into the memory 23 and executed by the redundant processor 20 . Control program 235 generates brake command 220, inverter command 230, and engine command 240 with the highest energy efficiency in order to realize torque command 110 from AD-ECU 100. FIG.

The control program 235 also executes a predetermined calculation for calculating a control switching command 210 indicating whether or not the PT-ECU 200 has become abnormal. The control program 235 causes the two MPUs 21 - 1 and 21 - 2 to execute the same calculation and outputs the two calculation results to the comparator 22 . If the two calculation results are the same, comparator 22 outputs a value indicating that PT-ECU 200 is normal (PT-ECU: OK) as control switching command 210 . On the other hand, when the two calculation results are different, comparator 22 outputs a value indicating that PT-ECU 200 is abnormal (PT-ECU: NG) as control switching command 210 .

As described above, when the PT-ECU 200 is normal (PT-ECU: OK), SW1, SW2, and SW3 of the degeneration control unit 201 are switched to the upper side (PT-ECU: OK) in FIG. The ECU 30 controls the mechanical brakes 3 attached to the wheels based on the brake commands 220 . Similarly, the inverter ECU 40 controls the inverter 44 based on the inverter command 230 to drive the motor 45 to generate acceleration/deceleration torque. Engine ECU 50 similarly controls the driving force of engine 55 based on engine command 240 .

Note that the method of controlling the engine 55 differs depending on the type of the vehicle 1 . In a hybrid vehicle, when the torque command 110 is small, the engine command 240 is 0 to stop the engine, and when the torque command 110 is large, the engine command 240 becomes a positive value to generate driving force. Note that the threshold for determining the magnitude of the torque command 110 is determined by the charge capacity SoC (state of charge) of a battery (not shown), outside temperature, vehicle interior temperature, slope information, and the like.

For example, when the battery charge capacity SoC decreases, the threshold value of the torque command 110 is lowered to start the operation of the engine 55 in order to avoid a decrease in the battery charge capacity. When the outside air temperature or the vehicle interior air temperature is low, the engine 55 is started to operate with a lower threshold value of the torque command 110 in order to utilize heat generated by the operation of the engine 55 for heating.

If the road on which the vehicle is traveling is uphill, the charge capacity SoC of the battery is expected to decrease in the future, so the operation of the engine 55 is started with a lower torque command 110 threshold to suppress the decrease in the charge capacity SoC.

When the road on which the vehicle is running on a charge is downhill, the charge capacity SoC of the battery is expected to increase due to regenerative braking, so the operation of the engine 55 is started with a higher torque command 110 threshold.

On the other hand, it is mainly driven by a battery precharged by an external power supply such as a commercial power supply. ), the engine 55 is stopped when the battery charge capacity SoC is equal to or greater than a predetermined value, and the engine 55 is operated when the battery charge capacity SoC is less than a predetermined value. , to charge the battery.

When the PT-ECU 200 is abnormal (PT-ECU: NG), the switches SW1, SW2, and SW3 of the degeneration control unit 201 are switched to the lower side of FIG. 2A (PT-ECU: NG), and the brake ECU 30 is degenerated. The mechanical brakes 3 attached to the wheels are controlled by the abnormal brake command 221 calculated by the controller 201 based on the negative value of the torque command 110 .

Similarly, the inverter ECU 40 controls the inverter 44 based on the positive value of the torque command 110 to drive the motor 45 to generate acceleration torque (or driving force).

When the PT-ECU 200 is abnormal (PT-ECU: NG), it is not necessary to start the engine 55 if the battery charge capacity SoC is sufficient. The engine 55 may be controlled based on the SoC. In this case, in the hybrid vehicle, when the torque command 110 is less than a predetermined constant value, the engine command 240 is "0" to stop the engine 55, and when the torque command 110 is greater than or equal to a constant value, a positive value. As a result, the driving force is generated by the engine 55 .

Note that the brake ECU 30, the inverter ECU 40, and the engine ECU 50, like the degeneracy control unit 201 and the PT-ECU 200, can be configured by a computer having a processor, a memory, and a storage device.

FIG. 5 is a graph showing the relationship between the control switching signal, torque command and time. The illustrated example is an example of control when the PT-ECU 200 transitions from a normal state (PT-ECU: OK) to an abnormal state (PT-ECU: NG) at time T3.

In the PT-ECU 200, when the two MPUs 21-1 and 21-2 are normal by the redundant processor 20 as shown in FIG. , PT-ECU: OK.

When the control switching command 210 before time T3 is normal (PT-ECU: OK), the switches SW1, SW2, and SW3 of the degeneracy control unit 201 are switched to the upper side (PT-ECU: OK) in FIG. 2A.

In a period before time T2 when torque command 110 has a positive value, inverter ECU 40 controls inverter 44 based on inverter command 230 to drive the motor and generate acceleration/deceleration torque.

Furthermore, in FIG. 5, engine ECU 50 drives engine 55 based on engine command 240 from PT-ECU 200 to generate driving force during a period before time T1 when torque command 110 is at a constant value or higher.

During the period from time T2 to T3 when the torque command 110 takes a negative value, in addition to the braking force (power generation) by the motor 45, the brake ECU 30 similarly controls the mechanical brake 3 attached to the wheel based on the brake command 220. do. As described above, the PT-ECU 200 can efficiently recover kinetic energy as electrical energy by controlling the usage ratio of the regenerative brake and the mechanical brake 3 according to the charge capacity SoC and the like.

If the calculation results of the two MPUs 21-1 and 21-2 in the PT-ECU 200 are abnormal, the comparison results in the comparator 22 will be inconsistent, and the control switching command 210 will be PT-ECU: NG.

When an abnormality (PT-ECU: NG) occurs in the PT-ECU 200 after time T3, SW1, SW2, and SW3 are switched to the lower side (PT-ECU: NG) in FIG. 2A. After time T3, the abnormal brake command 221 from the sub-brake control unit 211, the abnormal inverter command 231 from the sub-inverter control unit 212, and the abnormal engine command 241 from the sub-engine control unit 213 are sent to each SW1. .about.is output from SW3. That is, the degeneracy control unit 201 switches the output from the PT-ECU 200 to the command generated by the degeneracy control unit 201 according to the change of the control switching command 210 .

During the period from time T3 to T4 when the torque command 110 takes a negative value, the abnormal inverter command 231 becomes "0" under the control of the auxiliary inverter control unit 212 in FIG. 3B, and the regenerative braking stops. On the other hand, the abnormal brake command 221 increases based on the control of the sub brake control unit 211 in FIG. 3A. As a result, the brake ECU 30 controls the mechanical brakes 3 attached to the wheels according to the abnormal braking command 221 based on the negative value of the torque command 110 .

During the period after time T4 when the torque command 110 takes a positive value, the abnormal inverter command 231 increases based on the control of the sub-inverter control section 212 of FIG. 3B. The inverter ECU 40 drives the motor 45 according to the abnormal inverter command 231 based on the positive value of the torque command 110 to generate a driving force.

As described above, in the first embodiment, when the PT-ECU 200 is normal, optimum brake control and inverter control can be realized based on the torque command 110 from the AD-ECU 100, and driving with high energy efficiency can be achieved. realizable. Specifically, energy-efficient acceleration by cooperatively operating the motor 45 and the engine 55, regenerative braking using the motor 45 as a generator, and energy-efficient energy efficiency in which the mechanical brake 3 compensates for the braking force lacking in the regenerative braking. Good deceleration is possible.

On the other hand, when an abnormality occurs in the PT-ECU 200, the sub brake control unit 211, the sub inverter control unit 212, and the sub engine control unit 213 are controlled by the degeneracy control unit 201 without using the optimization function of the PT-ECU 200. A simple control is performed by

The degeneracy control unit 201 drives the mechanical brake 3 according to the abnormal braking command 221 during deceleration, and switches between the motor 45 and the engine 55 according to the abnormal inverter command 231 and the abnormal engine command 241 during acceleration. Acceleration/deceleration according to the torque command 110 from the ECU 100 is realized.

The degeneracy control unit 201 controls the torque according to the torque command 110 by any one of the sub-brake control unit 211, the sub-inverter control unit 212, and the sub-engine control unit 213, thereby simplifying the control contents and performing degeneracy control. It is possible to keep the vehicle 1 running while reducing the manufacturing cost of the portion 201 .

Since the degeneracy control unit 201 of the first embodiment may be installed in front of the brake ECU 30, the inverter ECU 40, and the engine ECU 50, it is possible to suppress an increase in manufacturing cost.

FIG. 6 shows a second embodiment of the present invention and is a block diagram showing an example of a control device for the vehicle 1. In FIG. In the second embodiment, the functions of the switches SW1 to SW3 of the degeneracy control unit 201, the sub brake control unit 211, the sub inverter control unit 212, and the sub engine control unit 213 shown in the first embodiment are distributed to each ECU. It is what I let you do.

FIG. 7 is a block diagram showing an example of functions of each ECU. The brake ECU 300 includes a brake control unit 31 that provides the functions of the brake ECU 30 of the first embodiment, and a secondary brake control unit 211 that calculates an abnormal braking command 221 from the torque command 110 when an abnormality occurs in the PT-ECU 200. , a switch SW1 for switching a signal input to the brake control unit 31 to a brake command 220 or an abnormal brake command 221 in response to a control switching command 210 from the PT-ECU 200. FIG.

The inverter ECU 400 includes an inverter control section 41 that provides the functions of the inverter ECU 40 of the first embodiment, and a sub-inverter control section 212 that calculates an abnormal inverter command 231 from the torque command 110 when an abnormality occurs in the PT-ECU 200. , a switch SW2 for switching a signal to be input to the inverter control unit 41 to an inverter command 230 or an abnormal inverter command 231 in response to a control switching command 210 from the PT-ECU 200. FIG.

The engine ECU 500 includes an engine control section 51 that provides the functions of the engine ECU 50 of the first embodiment, and a sub-engine control section 213 that calculates an abnormal engine command 241 from the torque command 110 when an abnormality occurs in the PT-ECU 200. , a switch SW3 for switching a signal input to the engine control unit 51 to an engine command 240 or an abnormal engine command 241 according to a control switching command 210 from the PT-ECU 200. FIG.

When an abnormality occurs in the PT-ECU 200, the mechanical brake 3 is driven by the abnormal brake command 221 during deceleration, and the motor 45 and the engine 55 are switched and driven by the abnormal inverter command 231 and the abnormal engine command 241 during acceleration. , acceleration/deceleration according to the torque command 110 from the AD-ECU 100 can be realized.

In the second embodiment, by omitting the degeneracy control unit 201, it is possible to keep the vehicle 1 running while suppressing the manufacturing cost for ensuring redundancy.

In the first embodiment, if the degeneracy control unit 201 fails, it becomes a single point of failure that affects the entire control system of the vehicle 1. Need to be redundant.

As shown in FIG. 7, in the third embodiment, since there is no single point of failure, reliability can be ensured without further redundancy. In addition, since it is possible to generate command values for the brake control unit 31, the inverter control unit 41, and the engine control unit 51 only by determining whether the torque command 110 is positive or negative and calculating the absolute value, the brake ECU 300 and the inverter ECU 400 , the complication of the engine ECU 500 can be suppressed, and an increase in manufacturing cost can be minimized.

Embodiment 3 FIG. 8 shows Embodiment 3 of the present invention and is a block diagram showing an example of a control system of the vehicle 1. In FIG. The vehicle 1 has an engine room 12 and a cabin 11 with a partition wall 13 therebetween.

The AD-ECU 100 is required to have high processing performance and generates a large amount of heat. In the third embodiment, mechanical brakes 301-1 to 301-4 that integrate the mechanical brake 3 of the first embodiment and the brake ECU 30 are used. Mechanical brakes 301 - 2 and 301 - 4 for the rear wheels are arranged at the rear of the vehicle 1 . Other configurations are the same as those of the first embodiment.

By installing the PT-ECU 200 and the degeneracy control unit 201 in the engine room 12, the network connection length between each ECU (brake ECU 30, inverter ECU 40, engine ECU 50) can be shortened. Although the distance between the AD-ECU 100, the PT-ECU 200, and the degeneration control unit 201 is long, only the signal of the torque command 110 is transmitted during this distance.

In the third embodiment, the arrangement in the vehicle 1 is optimized in consideration of the amount of heat generated by each ECU, thereby promoting cooling of the AD-ECU 100 and ensuring stable operation.

Embodiment 4 FIG. 9 shows Embodiment 4 of the present invention and is a block diagram showing an example of a control system of the vehicle 1. In FIG. Example 4 shows an example in which Example 3 is applied to Example 2 above.

AD-ECU 100 is arranged in cabin 11 , and PT-ECU 200 , degeneration control section 201 , brake ECU 300 , inverter ECU 400 , and engine ECU 500 are arranged in engine room 12 .

Although the distance between the AD-ECU 100 and the PT-ECU 200 is long, only the signal of the torque command 110 is transmitted during this distance.

In the fourth embodiment, the arrangement in the vehicle 1 is optimized in consideration of the amount of heat generated by each ECU, thereby promoting the cooling of the AD-ECU 100 and ensuring stable operation in the same manner as in the third embodiment. becomes possible.

FIG. 10 shows a fifth embodiment of the present invention and is a block diagram showing an example of the layout of the vehicle 1. As shown in FIG. In the fifth embodiment, a brake ECU 300, an inverter ECU 400, and a gateway 260 for distributing the torque command 110 to the engine ECU 500 are added to the configuration of the fourth embodiment. It is a thing. Other configurations are the same as those of the fourth embodiment.

Although the distance between AD-ECU 100, PT-ECU 200 and gateway 202 is long, only the signal of torque command 110 is connected during this period. By mounting the PT-ECU 200 and the gateway 202 in the same housing 250, noise can be reduced.

Note that the housing 250 may accommodate the brake ECU 300, the inverter ECU 400, and the engine ECU 500. Also, a hub or switch can be employed in place of gateway 260 .

Embodiment 6 FIG. 11 shows Embodiment 6 of the present invention and is a block diagram showing an example of a control system of the vehicle 1. In FIG. In the fifth embodiment, a degeneracy control section 201-1 including a switch SW1 for switching between the braking command 220 and the abnormal braking command 221 is added to the configuration of the fifth embodiment. Mechanical brakes 301-1 to 301-4, in which the brake ECU 300 and the mechanical brake 3 are integrated, are connected to the degeneration control unit 201-1, as shown in the third embodiment. Other configurations are the same as those of the fifth embodiment.

In the sixth embodiment, only the brake ECU 300 is connected to the brake command from the degeneration control section 201-1. In addition, as in the fifth embodiment, the inverter ECU 400 is provided with a function of using the positive values of the switch SW2 and the torque command 110 as the command value of the inverter ECU 40. This is an example in which the function of .

The ECU of the mechanical brake 301 is often mechanically and electrically mounted on the wheel and mounted inside the brake caliper. , is an embodiment effective for reducing the number of networks connected to the brake ECU to one.

As shown in FIG. 10 of the fifth embodiment, the PT-ECU 200, the gateway 202, and the degeneration control unit 201-1 can be mounted in the same housing 250, and the PT-ECU 200, the gateway 202, and the degeneration control unit 201 - 1 , inverter ECU 400 and engine ECU 500 can be mounted in the same housing 250 .

Embodiment 7 FIG. 12 shows Embodiment 7 of the present invention and is a block diagram showing an example of a control system of the vehicle 1. In FIG. In the seventh embodiment, the retraction control section 201-1 of the sixth embodiment is replaced with a retraction control section 201-1 that controls the mechanical brakes 301-1 and 301-3 on the front wheel side, and a mechanical brake 301-2 on the rear wheel side. , 301-4 are divided into a degeneration control unit 201-2. Other configurations are the same as those of the sixth embodiment.

The degeneracy control unit 201-2 includes a switch SW1-2 for switching between the brake command 220 and the abnormal brake command 221, like the degeneracy control unit 201-1 of the sixth embodiment.

By making the brake degeneration control units 201-1 and 201-2 redundant with respect to the control of the mechanical brake 301, it is possible to avoid the degeneration control unit 201 from becoming a single point of failure. In this case, it is desirable to connect the left and right brakes to each of the retraction control units 201-1 and 201-2.

As a specific example, the retraction control unit 201-1 is connected to the right front and left front mechanical brakes 301-1 and 301-3, and the retraction control unit 201-2 is connected to the right rear and left rear mechanical brakes 301-2 and 301-. 4. In this case, the retraction control unit 201-1 may be installed in the engine room 12, and the retraction control unit 201-2 may be installed in the rear part of the vehicle 1. FIG.

Alternatively, the retraction control unit 201-1 is connected to the right front and left rear mechanical brakes 301-2 and 301-3, and the retraction control unit 201-2 is connected to the right rear and left front mechanical brakes 301-1 and 301-4. can be considered.
<Conclusion>

As described above, the vehicle control systems of the first to seventh embodiments can be configured as follows.

(1). A vehicle control system for controlling a vehicle (1) according to the driving environment of the vehicle (1), comprising a sensor (driving environment sensor 10) for detecting the driving environment of the vehicle (1), a processor and a memory. and a first control unit (AD-ECU 100) for outputting a first control signal (torque command 110) based on information detected by the sensor, a processor (20), and a memory (23). , a second control unit (power train ECU 200) that receives the first control signal (torque command 110) and outputs a second control signal (brake command 220, inverter command 230); a processor (251); has a memory (252), receives the first control signal (110) and the second control signals (220, 230), and outputs the first control signal (110) and the second control signal ( 220, 230) to drive the control devices (mechanical brake 3, motor 45) (reduction control unit 201, brake ECU 300, inverter ECU 400).

With the above configuration, when the PT-ECU 200 is normal, the optimal brake command 220 and the inverter command 230 can be realized based on the torque command 110 from the AD-ECU 100, and the operation with high energy efficiency can be realized.

On the other hand, when an abnormality occurs in the PT-ECU 200, the degeneracy control unit 201 applies torque according to the torque command 110 to the sub brake control unit 211 and the sub inverter control unit without using the optimization function of the PT-ECU 200. 212 and the second control signal from the auxiliary engine control unit 213, the control contents can be simplified, and the vehicle 1 can continue running while reducing the manufacturing cost of the degeneracy control unit 201. It becomes possible.

(2). In the vehicle control system described in (1) above, when the second control unit (200) is normal, the third control unit (degeneration control unit 201, brake ECU 300, inverter ECU 400) The control device (3, 45) is controlled based on the second control signal (220, 230), and when an abnormality occurs in the second control unit (200), the first control signal The control device (3, 45) is controlled based on (torque command 110).

When an abnormality occurs in the PT-ECU 200, instead of the brake command 220 and the inverter command 230 from the PT-ECU 200, the degeneracy control unit 201 switches to the abnormal brake command 221 and the abnormal inverter command 231. It is possible to keep the vehicle 1 running while simplifying the control content and reducing the manufacturing cost of the degeneration control unit 201 .

(3). In the vehicle control system described in (2) above, the third control unit is a brake control unit (brake ECU 300) that controls a mechanical brake (3) as the control device, and the second control unit When an abnormality occurs in the part (200), the negative value of the first control signal (torque command 110) is used as the brake command (221) to control the mechanical brake (3).

When an abnormality occurs in the PT-ECU 200, the brake ECU 300 controls the mechanical brake 3 with a negative value of the torque command 110 as the abnormal brake command 221. Even if the ECU 200 malfunctions, the vehicle 1 can continue to run.

(4). In the vehicle control system according to (2) above, the third control unit is an inverter control unit (400) that controls an inverter (44) as the control device, and the second control unit ( 200), the positive value of the first control signal (torque command 110) is used as the inverter command (221) to control the inverter (44).

When an abnormality occurs in PT-ECU 200, inverter ECU 400 controls inverter 44 using a positive value of torque command 110 as abnormality inverter command 231. The vehicle 1 can continue to run even when an abnormality occurs in .

(5). The vehicle control system according to (3) above, wherein the inverter receives the first control signal (110) and the second control signal (230) and controls the inverter (44) as the control device. A control section (400) is further provided, and the inverter control section outputs a positive value of the first control signal (110) as an inverter command when an abnormality occurs in the second control section (200). (221) controls the inverter (44).

When an abnormality occurs in PT-ECU 200, inverter ECU 400 controls inverter 44 using a positive value of torque command 110 as abnormality inverter command 231. The vehicle 1 can continue to run even when an abnormality occurs in .

(6). The vehicle control system according to (1) above, wherein the first control unit is an automatic driving controller (AD-ECU 100) that outputs a torque command (110) as the first control signal, The second control unit is a power train controller (PT-ECU 200) that outputs a first brake command (220) and a first inverter command (230) according to the value of the torque command (110), When an abnormality occurs in the power train controller (200), the third control unit (201) outputs a negative value of the torque command (110) as a second brake command (221), A positive value of the torque command is output as a second inverter command (231) on the acceleration side.

When an abnormality occurs in the PT-ECU 200, the degeneracy control unit 201 controls the mechanical brake 3 by using a negative value of the torque command 110 as an abnormal brake command 221 instead of the brake command 220 and the inverter command 230. Since the positive value of the torque command 110 is used as the abnormal inverter command 231 to control the inverter 44, the manufacturing cost of the degeneracy control unit 201 is reduced, and the vehicle 1 continues to run even when the PT-ECU 200 is abnormal. becomes possible.

(7). In the vehicle control system described in (6) above, the third control unit (201) outputs the first brake command (220 ) and the first inverter command (230), and the second brake command (221) and the second inverter command (231).

When an abnormality occurs in the PT-ECU 200, the degeneracy control unit 201 switches the brake command 220 and the inverter command 230 to the abnormal brake command 221 and the abnormal inverter command 231 to control the mechanical brake 3 and the inverter 44. Therefore, it is possible to keep the vehicle 1 running even when an abnormality occurs in the PT-ECU 200 while reducing the manufacturing cost of the degeneration control unit 201 .

(8). In the vehicle control system according to (7) above, the third control unit (201) receives the torque command (110) and generates a second brake command (221) or A drive control unit (sub-brake control unit 211, sub-inverter control unit 212) that outputs a second inverter command (231) is further provided, and the switching units (SW1 to SW3) are connected to the power train controller (200). , the first brake command (220) or the first inverter command (230) is switched to the second brake command (221) or the second inverter command (231). Output.

When an abnormality occurs in the PT-ECU 200, the degeneracy control unit 201 switches the brake command 220 and the inverter command 230 to the abnormal brake command 221 and the abnormal inverter command 231 to control the mechanical brake 3 and the inverter 44. Therefore, it is possible to keep the vehicle 1 running even when an abnormality occurs in the PT-ECU 200 while reducing the manufacturing cost of the degeneration control unit 201 .

(9). In the vehicle control system according to (7) above, the third control unit receives the torque command (110) and outputs a second brake command (221) based on the torque command. It further comprises a control section (211) and a brake control section (31) that receives the output of the switching section (SW1) and controls the mechanical brake (3), wherein the switching section (SW1) When an abnormality occurs in the train controller (200), the first brake command (220) is switched to the second brake command (221) and output.

When an abnormality occurs in the PT-ECU 200, the brake ECU 300 switches the brake command 220 to the abnormal brake command 221 to control the mechanical brake 3. Even if an abnormality occurs, the vehicle 1 can continue to run.

(10). In the vehicle control system according to (7) above, the third control unit receives the torque command (110) and outputs a second inverter command (231) based on the torque command (110). It further has a drive control unit (sub-inverter control unit 212) that outputs an output, and an inverter control unit (41) that receives the output of the switching unit (SW2) and controls the inverter (44), and the switching unit ( SW2) switches the first inverter command (230) to the second inverter command (231) and outputs it when an abnormality occurs in the power train controller (200).

When an abnormality occurs in the PT-ECU 200, the inverter ECU 400 switches the inverter command 230 to the abnormal inverter command 231 to control the inverter 44. It is possible to continue the running of the vehicle 1 even when a

In addition, the present invention is not limited to the above-described embodiments, and includes various modifications. For example, the above embodiments are described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the described configurations. In addition, it is possible to replace part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. In addition, addition, deletion, or replacement of other configurations for a part of the configuration of each embodiment can be applied singly or in combination.

Further, each of the above configurations, functions, processing units, processing means, and the like may be realized by hardware, for example, by designing them in an integrated circuit. Further, each of the above configurations, functions, etc. may be realized by software by a processor interpreting and executing a program for realizing each function. Information such as programs, tables, and files that implement each function can be stored in recording devices such as memories, hard disks, SSDs (Solid State Drives), or recording media such as IC cards, SD cards, and DVDs.

Further, the control lines and information lines indicate those considered necessary for explanation, and not all control lines and information lines are necessarily indicated on the product. In practice, it may be considered that almost all configurations are interconnected.

30, 300 Brake ECU
40, 400 Inverter ECU
50, 500 Engine ECU
100AD-ECU
200 PT-ECU
201 degeneracy control unit 211 sub-brake control unit 212 sub-inverter control unit 213 sub-engine control unit

Claims (6)

A vehicle control system for controlling the vehicle in accordance with the driving environment of the vehicle,
a sensor that detects the driving environment of the vehicle;
a first control unit that is an automatic operation controller that has a processor and a memory and outputs a torque command as a first control signal based on information detected by the sensor;
It has a processor and a memory, receives the first control signal , and outputs at least one of a first brake command and a first inverter command as a second control signal according to the value of the torque command. a second control unit that is a power train controller ;
a processor and a memory, receiving the first control signal and the second control signal, and driving a control device based on either the first control signal or the second control signal; 3 control units ,
The third control unit is
When an abnormality occurs in the second control unit, a negative value of the first control signal is output as a second brake command, and a positive value of the first control signal is output as the acceleration-side first brake command. 2 as the inverter command,
a switching unit that switches and outputs the first brake command and the first inverter command and the second brake command and the second inverter command according to the presence or absence of an abnormality in the second control unit; A vehicle control system comprising : A vehicle control system according to claim 1,
The third control unit is
controlling a mechanical brake based on the first brake command when no abnormality has occurred in the second control unit;
A vehicle control system, wherein when an abnormality occurs in the second control unit, the second brake command is output to control the mechanical brake. A vehicle control system according to claim 1,
The third control unit is
controlling the inverter based on the first brake command when no abnormality has occurred in the second control unit;
A vehicle control system, wherein when an abnormality occurs in the second control unit, the second inverter command is output to control the inverter. A vehicle control system according to claim 1,
the third control unit further includes a drive control unit that receives the torque command and outputs the second brake command or the second inverter command based on the torque command;
The switching unit switches the first brake command or the first inverter command to the second brake command or the second inverter command when an abnormality occurs in the second control unit. A vehicle control system characterized by outputting A vehicle control system according to claim 1,
The third control unit is
a drive control unit that receives the torque command and outputs the second brake command based on the torque command;
a brake control unit that receives the output of the switching unit and controls a mechanical brake;
The vehicle control system, wherein the switching unit switches the first brake command to the second brake command and outputs the second brake command when an abnormality occurs in the second control unit. A vehicle control system according to claim 1,
The third control unit is
a drive control unit that receives the torque command and outputs the second inverter command based on the torque command;
an inverter control unit that receives the output of the switching unit and controls the inverter;
The vehicle control system, wherein the switching unit switches the first inverter command to the second inverter command and outputs the second inverter command when an abnormality occurs in the second control unit.

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